Automobile driving mechanism.



, W. N. ALLAN.

AUTOMOBILE DRIVING MECHANISNI.

, APPLICATION FILED AUG.Z2, |914. 1,203,450.

Patented om. 31,1916.

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AuoMoBlL'E DRIVING MECHANISM.

APPLICATION FILED AUG-22| |914. 1,203,450. Patented Oct. 31,1916.-

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W. N. ALLAN.

AUTOMOBILE DRIVING MECHANISM. APPLICATION FILED Aui.22. |914.

Patented oct; 31,1916.

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AUTOMOBILE DRIVING MECHANISM. APPLICATION FILED AUG.22. 1914.

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AUTOMOBIL'E DRIVING MECHANISM.

APPLICATION FILED ,AUG-22. 1914.

Patented Oct. 31,

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APPLICATION FILED AUG-22|I |914.

Patented Oct. 31, 1916.

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' stopping operations, the substitute mecha- .nisms inthe present instance being cordi- WILLIAM N. ALLAN, OF SAN ANTONIO, TEXAS.

AUTOMOBILE DRIVING MECHANISM.

Specification of -Letters Patent.

rammed oct. 31, 191e.

Application med August 22, 1914. serial No. 858,154.

To all whom z'tmag/ concern Be it known that I, lVlLLIAM N. ALLAN, a citizen of the United States, residing at San Antonio. in the county of Bexar and State of Texas, have invented new and useful Improvements in Automobile Driving Mecha.-

nism, of which the following is a specification.

-This invention relates to driving mechanism for automobiles and the like. and the primary object of the invention is to -dispense with the usual form of transmission gearing and dierential and to substitute for these well known mechanisms power devices relatively coacting through the mediuln of a suitable liquid, preferably oil, maintained at a predetermined volume within the several parts and completely filling the chambers of the devices replacing the usual transmission gearing and differential as well as the conveyin means for said devices, so that the least `modification or change or pressure at one point will be instantly applied through the transmission of thecolumn or quantity of oilwith relation to the remaining part or parts without lost motionl or variation in the .power applied to the respective parts.

A further object of the invention is to provide a noiseless operating mechanism of the class specified and under complete control of the chauffeur or driver as to starting and nated with the rear axle or shaft of the vehicle.

A further object of the invention is to provide substitute mechanisms or organizations for the usual transmission gearing and dierential having conveying or pipe connectin means and controlled as to transmission ot motion or power from one organization to another by a predetermined quantityof oil which may be properly termed aV static column, which is automatically maintained at a uniform pressure, the improved organization being readily capable of reverse movement, and the substitute for' the usual differential mechanism is so arranged as to accommodate the variation of speed1 on the two sides of the vehicle when steerinig'gin either direction, or when the bile rear Wheel, for instance. moves faster' thaifithe other in traveling over curves or around corners or other places.` Y

The mechanism which will be hereinafter disclosed embodies an improved development of that disclosed by my pending application Serial No.V 78(3.6-l0, and the features of construction of said application with which the improved features coperate have been brought forward and associated with their coperating improved parts. As hereinbefore noted, the improved mechanisms including the secondary power generating or circulating organization in this instance are in coperaton with the rear axles or shafts, thereby distinguishing the same from the mechanisms of the application above specified wherein the secondary power generating or circulatingr organization is disposed at the front portion of the vehicle or automobileclose tothe prime power generating means or motor. This essential difference in organization together with other features hereinafter disclosed render the present improvement distinct with relation to my prior structures, but the present invention is virtually a continuation of the earlier invention.

rl`he invention consists. therefore, in the construction and arrangement of parts which will be more fully hereinafter described and claimed in preferred form and subject to such modifications and variations as fairly fall within the scope of the invention.

In the drawings: Figure 1 is an enlarged top plan view showing portions broken away and removed. Fig. 2 is a cross-sectional view through the upper portion of the vehicle illustrating the dashboard in rear side elevation and showing the positions of the vcontrolling means, indicator and pressure gage. Fig. 3 is a longitudinal vertical sectional -view of the pressure cylinder and portions of the pipe connections therefor in elevation. Fig. 4 is a detail sectional View, on an enlarged scale, of a check valve with a by-pass forming part of the mechanism.

Fig. 5 is an enlarged front elevation of they indicator and part of the operating mechanism cooperating therewith. Fig. 6 is a longitudinal vertical section on the line 6--6,

' controllin vmeans with the two front packing strip olders removed. Fig. 9 is a de- Figa l, and showing in addition the indicator in transverse section and the pressure i tail perspective view of a portion of the shifting speed controlling means with the front-plate removed. Fig. is a detailV perspective view of one of the packing strip holders of the shifting speed controlling means. Fig. 11 is a longitudinal vertical section through the rear mechanism taken in the plane of the line 11-11, Fig. 6. Fig. 12 isa transverse vertical section taken in the plane of the line 12-12, Fig. 7 lFig.

13 is a transverse vertical section taken in the plane of the line 13-13, Fig. 7. Fig. 14 is a detail side elevation of one of the rotor slides.k Fig. 15 is a detail end View of one of the rotor slides shown broken away to illustrate fastening means for the parts thereof. Fig. 16 is a detail pers ective view of the central metal member o one of the rotor slides. Fig. 17 is a cross-section taken in the plane of the line 17-17, Fig. 7 and showing the neutral valve and by-pass valve partially in section. Fig. 18 is a transverse vertical section of the rotor or pump and taken in the planeof the line 18-18, Fig. 7. Fig. 19 is a transverse vertical section taken in the plane of the line )L9- 19, Fig. 7. Fig. 20 is a top plan view of the shifting speed controlling means shown partially broken away.- Fig. 21 is a detail section taken in the plane of the line 21-21, Fig. 19. Fig 22 is a plan view of a portion of the machine showing the relationof the operating or controlling means for the neutral valve and brakes. Fig. 23 is a side elevation of the portion of the machine shown by Fig. 22, the near wheel being removed and the adjacent portion of axle and boxing and housing illustrated in cross-section. Fig. 24

' is a detail plan view showing a catch for a foot pedal controlling the operation of portions of the mechanism. Fig. 25 is a detail sectional elevation taken in the plane of the line 25-25, Fig. 22, showing the positions of parts when the neutral valve is closed. Fig. 26 is a detail sectional elevation taken in the plane of the same line as Fig. 25 and of a part of the same devices, showing the positions of the said parts when the neutral valve is open. Fig. 27 is a detail sectional plan view taken in the plane of'the line 27-27, Fig. 26'. Fig. 28 is a detail crosssection taken in the planeof the'line 28--28, Fig. 22. Fig. 29 is a cross-section taken in the plane of the line 29-29, Fig. 30, particularly showing the structure of the neutral valve. Fig. 30 is a front elevation of a portion of the rear mechanism particularly showing the mechanism for controlling the operation of the neutral valve Figs. 31, V32 and 33 are detail views of the active parts of the neutral valve. Fig. 34 is a side elevation showing a part of the prime motor or engine and frame and illustrating the position of an automatic pressure pump and driving mechanism. Fig. 35 is a fronteleplane and on the same line as Fig. 51

ration showing the automatic pressure pump and safety device in dotted lines to prevent cranking prime motor or engine while neutral valve is closed. Fig. 36 is a horizontal section of the automatic pressure pump taken inthe plane oi the line 363-36, Fig.

37 Fig. 37 is a vertical section of the auto-- matic pressure pump taken inthe plane of the line 37-37, Fig. 36. Fig. 38 is a trans verse vertical section taken in the plane of the line 38-38, Fig. 37. Fig. 39 is a side view, broken away and partially in crosssection, of the wooden rotor slides of the automatic pressure pump. Fig. 40 is an end view of the slides shown by Fig. 39. Figs. 41, 42 and 43 are detail views of the rotor of the automatic pressure pump with the slides removed. Fig. 44 is an elevation of the steering mechanism and a part of the frame in section showing the means for operating the control valve. Fig. 45 is a detail plan view of the steering wheel. Fig. 46 is a horizontal section of the control valve taken in the plane of the line 464-46, Fig. 49. Fig. 47 is a horizontal section of the control valve taken in the plane of the line 47-47, Fig. 49. Fig. 48 is a side elevation of the control valve with the pipes thereof in crosssection. Fig. 49 is a longitudinal section of the control valve taken in the plane of the line 49-49, Fig. 46. Fig. 50 is a transverse section taken in the plane of the line 50-50, Fig. 47, showing the-valve in neutral posilfion. Fig. 51 is a transverse section taken in the plane of the line 51-51, Fig. 47, showing the valve in neutral position. Fig. 52 is a transverse vertical section taken in the same plane and on the same line as Fig. 50 and showing the valve open. Fig. 53 is a transverse vertical section taken in the sam showing the valve open. Fig. 54 isa detail perspective view of the control valve. Fig. 55 is a plan view of the machine particularly showing the arrangement of the oil pipes and control valve. Fig. 56 is an enlarged perspective View showing the arrangement of the oil pipes and contol valve.

The numeral 2 designates the frame or chassis of the machine having cross-bars or supports 3 and braced and otherwise generally constructed similarly to the usual automobile br motor vehicle frame or chassis. A motor or engine 4 is mounted on the front part of the frame` and constitutes the prime power generator or generating means for actuating the remaining essential mecha'- nisms and their coacting parts. From the motor or engine 4 a shaft 5, see Fig. 6, extends rearwardly in the center of the frame to the rear mechanical organization (i cooperating with the rear aXle or drive shaft and valve 8 willbe hereinafter more particularly explained. As shown by Figs. 2, 5 and 6, the dashboard 11 andadjacent part of the bed have a pressure gage 12, an indicator 13 to show the position of the speed shifting block of the secondary power generator or pump, a foot pedal 1l controlling the neutral valve and foot-brake, a foot pedal 15 for controlling the emergency brake, a foot peda-l 16 for controlling the gasolene feed, steering gear supporting means or brackets 17, an oil sight feed 18, and a switch 19 supported and arranged thereon for convenience. in operation and inspection, and the immediately foregoing parts will also be presently defined in connection with the mechanisms and devices with which they are directly cordinated.

Surrounding the shaft 5 is a casing 33, and between the forward extremity of the shaft 5 and the prime power generator or motor or engine l is the usual form of universal joint 32, the function of the said universal joint being readily understood. In the front extremity of the shaft casing 33 an adjustable ball-bearing 34 is supported. and in the rear extremity .of the casing is a roller bearing for the shaft 5. The rear end of the shaft 5 is journaled in a suitable end thrust bearing 36 which also embodies a roller bearing 35 similar to that in the rear extremity 'of the casing 33. On the rear extremity of the -casing 33 a stuffing box flange support 37 is connected and is adjustably mounted on the stuffing box 39 projecting centrally and forwardly from the rear organization 6, the exterior of the box 39 and the interior of the flange 37 being interiorly screw-threaded, as clearly shown by Fig. 6, and between a shouldered portion 38l1 of the flange support 37 and the forward end of the stuffing box 39 a gland 38 is disposed and abuts against the shouldered portion 38. The rear portion of the stuffing box 39 .is also provided with a roller bearing 35b similar to the roller bearings 435 and 351.y

From the foregoing it will be seen that the shaft is provided with means for causing the saine to run free and easy and at the same time a tight inclosure therefor is provided' are stuling boxes 53 which are formed withr exterior screw-threads adjustably engaged by stuffing box caps 54, each stuffing box having a seat 56 at the inner portion thereof bearing against a shoulder 56l1 in the center of--each end plate or cylinder head 51. A floating axle extends outwardly -through each roller bearing 35, stuffing box 53 and cap 5l and continues on outwardly through the center of the outer end of the end -support 52 which is continued in the form of a tubular extension or elongated fixed collar 52,

within whichis a tubular sheathing orv guard 52b extending to the hub of a rear driving wheel 52. Each vfloating axle is a duplicate of the other and similarly mounted and operated and extends inwardly to and has bearing in the center of an inner -head plate 71 provided with a rolle-r bearing 35d and -also with an inner cap plate. 72 against which abuts the inner end of the floating axle. Between the inner portions of the end platesor cylinder heads 51 is a shell or casing 51 which provides upper and lower oil chambers 57 and 58 and-tightly incloses the several operating mechanisms comprised in the substitutes for the usual transmission and differential. Within the center of thevshell or casing between the plates 71 a secondary power generator or circulator is disposed, and the'shaft 5 exf tends into and. through the Center thereof` the said secondary power generator or circulator embodying a sliding speed controlling block or pump element which is adapted to strike at ,opposite ehds against thel inner caps 72, the latter for this purpose serving as bumpers for the said speed shifting or changing block 90.

The distance between the caps 72 is materially greater than the maximum length of the block 90 so that the latter may be readily shifted between the said caps and the plates 71, and to maintain the block in positive position and also to guide the same in its movement, inwardly projecting housings or bearing extensions 71 are provided and form apart of the casing 51, see Figs. 11 and 1 8, suitable packing strips 90 being mounted on the block 90 adjacent tothe opposite ends thereof to form a tight joint with the surfaces of the bearing extensions 71. In view of the fact that the distance between the caps 72 and plates 71 is greater than the length of the block 90, chambers will be alternately formed between the opposite ends ofthe block and the said caps y sion of oil from the inlet ports. The bloclf 90 is formed with a chamber or is hollowed out, as at 90", and has opposite arcuate walls 90C, the block being open at top and bottom or the chamber thus formed is fully open into the u per and lower oil chambers 57 and 58, and xed on the shaft 5 is a rotor or rotating pump element 59 which is structurally lightened by coring out the same, as

at 64 and 66, the front and rear ends of the rotor being contiguous to the heads of the block 90, as shown by Figs. 6, 7 and 11, with cam grooves 6-1 formed therein and engaged by rollers 64b on the front and rear ends of blades 63 which radially move in slots in the rotor. The cam grooves 64 are eccentric with relation to the shaft 5, and by this means the blades 63 are caused to be projected to engage either of the arcuate walls 90c in 'accordance with the adjustment of the block 90 and the direction of movement of the machine or vehicle as an en tirety. The block 90 is freely slidable on the shaft 5 by the formation of suitable slots 64 in the heads of the block 90 and which are respectively located at the front and rear portions of the said block.

Each of the blades 6.3 is composed of a metallic center plate 63a having bosses 63b 80 secured thereto adjacent to the inner edge thereof,- and from the bosses 63b the rollers 64b project; and fitted over the opposite side of the metal plate 63a are wooden plates or sheathings 73 having fastenings or rivets 7 4 I6 extending. therethrough and through the plate 63 at intervals to provide a compact composite blade. The wooden plates or sheathings 73 are preferably constructed of `lignumvitae and have their outer surfaces l flush with the bosses 63", as indicated by Fig. 15. By the use of the wooden plates or sheathings 73 constructed of lignum vitae, antifriction rollers on the sides of the blades are dispensed with and the said blades are s6 rendered very durable by the use of the hard wood plates or sheathings, and, moreover, as lignum vitae does not swell or expand by reason of liquid contact therewith, each blade is given a greater wearing quality than would ensue if metal was used, and, furthermore, the blades by their particular structure are adapted to have an easy movement in the rotor without any tendency to binding action.

Adjacent to the ends of the speed shifting block 90 and consequently on opposite sides of the lsecondary power generator or circulator, motors GO embodying rotors are mounted on the floating axles 55, the rotor of each motor 60 embodying a cylinder 65 which is cored out and has an inner hub 67 which is also cored out. Blades 79 are radially disposed and movable in the cylindrical body and have rollers or trunnions 61 65 at their opposite ends adjacent to the inner edges and movably engaging cam grooves in the end lates or heads 51 and 71. The cam grooves 5 are of the form illustrated by Fig. 13, and between the dotted lines the blades'79 have no action, or in other 70 words eachcam groove between the points 80 is concentric with relation to the ioating axle This construction of the cam groove is very important as it permits the elimination of antifrictional rollers in connection 75 with the blades 79 and at the same time said blades have an equal amount of pressure surface between said points which results in asteady movement of the automobile or dispenses with any tendency to vibration, which 80 is present in other similar organizations wherein the cam grooves are irregular or have a varying area. It will also be seen in Fig. 11 that the hub G7 provides two members which project inwardly toward each other to give ample securement to the floating axle, and these hubs are adjacent to the roller bearings 35 and 35, and hence the axles and theblades 79 of the rotors of the motor 60 have a very sensitive movement or 9G operation. It will be understood that the cam grooves 75 insure a regular projection and retraction of the blades 79 to the best advantage with respect to the circulating oil moving from the chamber 57 to the chamber 95 58 or vice versa, in accordance with the di rection of movement of the automobile. The rotors of the motor 60 are disposed and operate in chambers 69 and 70a which open into the chambers 57 and 58, and between the 100 secondary power generator or pump in the center and the rotors of the motor 60 a compact and large smooth passageway is formed which allows a very low velocity in the'iow of the oil, with materially less friction than 10b' would be the case if the oil had to engage resisting divisions Vor partitions and seek its way around through openings in circulating in order to become effective with relation to the rotors of the motor 60.

It is proposed, to construct the blades 79 in any preferred manner, and they may be of a composite nature similar to the blades 63 of the secondary power generator or circulator so as to reduce the friction and increase the durability thereof. The shell or casing 51? is provided at its lower portion with drain openings 51b normally closed by removable screw-plugs 51 and whereby the chambers within the said shell or casing may be completely relieved of their contents land the inclosure as an" entirety cleaned when found necessary. The shifting block 90 is clearly shown by Figs. 8, 9 and 10 and located at extremities thereof are inwardly projecting opposing hubs 90d forming portions ofthe rotor 59 and through which the shaft 5 extends, as clearly shown by Fig. 7. The packing strips or packing material 90a are heldin grooves in the upper and 13 0 lower sides of the block, the said grooves being formed without the usual spring organization, and the packing strips themselves are v,formed either of dry soft wood or dry leather strips which will expand and form a perfectly tight joint when coming in contact with the oil. These packing strips 90a prevent the oil in the chambers G9 and 70 from leaking out of the latter chambers, and mingling with the oil under pressure in the chambers 57 and 58. At the front'and rear ends of the block 90 packing strip holders or plates 190a are removably secured in recesses 190", and in these packing strip holders or plates packing strips similar to those at the top and bottom of the block are disposed and adapted to engage the front and rear plates 81 and 82, see Fig. `6, forming part of the inclosure or casing for the rear organization and also constituting the frontand rear walls of the chamber in which the block is disposed, the plates 71 forming the side walls for said chamber which is located between the upper and lower chambers 57 and 58. As shown by Figs. 6, 8, 19 and 20, the top edge of the front wall of the block 90 is provided with a rack 29 continually en-` ga-ged by a pinion 28 on the rear end of a shaft 30 extendin through a stuiling box 26 having a gland 2 the pinion 28 being free to rotate in a suitable recess 28a in the adjacent front portion ofthe casing. .The shaft 30 extends forwardly and has a front squared extremity 30 and is fitted with a bushing 25 mounted in a bearing 31a of a bracket casting 3l secured to the cross-bar 4a. 'On the front end of the shaft 30 a crank-arm 22 is secured and has a connecting rod 2-1 attached to the outer end thereof and also to a crankarm 2l of a short shaft 23 on which is fixed an indicator hand 20 forming part of the indicator 13, the shaft 23 having bearing in a bearing sleeve 23a projecting rearwardly from the frame of the indicator 13 through an opening 23b in the dashboard 11'. Through the medium of the mechanism just explained the position of the shifting block 90 will always be disclosed through the medium of the indicator 13 to the driver or opeiator of the machine. In the front of the casin adjacent to the shifting block 90, or in the ront plate 81, suitable stuling boxes and pipe openings w-ill be provided for connection of the pressure ipes which will be hereinafter explained. he stuffing box 39 and the roller bearing 35b are also supported by the said front plate 81, as clearly shown by Fig. 6.

On the front portion of the shelly or casing 5la of the substitute organization 6 a bypass or safety valve 40 and a neutral valve 83 are mounted on opposite sides of the position of the secondary power generator or circulator and both communicating with the cliambei's 57 and 58. The bypass or safety valve is provided with a suitable casing or inclosure, as clearly shown by Fig. 12, and is also closed at the upper and lower ends, the

casing or inclosure being practically a continuation of the shell or casing 51a with the upper and lower heads 41 and 41b inserted therein and secured by suitable screwthreads. In the upper head or cap 41' an air vent or cock 41d is secured in the opening -llc communicating with the upper portion of the interior of the valve, and seated at its upper and lower ends in the caps 41- and 41h is a vertically disposed guide shaft 76 having thereon an intermediately disposed piston 78 which coperates with an intermediate contracted portion 7 8F of the valve chamber and provides a division between the upper and lower portions of the valve. the upper and lower portions of the guide shaft 76 springs y77 are mounted and engage the caps 41 and -11h and the opposite ends of the piston 78, the said springs having a tension suflicient to resist movement of the piston 78 in either direction on the lshaft 76 when normal pressure of the oil or fluid in the several parts of the mechanism exists. The upper and lower portions of the neiltral valve have large ports 40"' and 40" respectively opening into the chambers 57 and 58, the use of the guide shaft 76 with vthe piston 78 thereon -as explained permitting the formation of said large ports as the said guide shaft gives ample clearance for the same. Connected to the lower portion of the bypass or safety valve 40 is a pipe 42 also attached to and coperating with the pressure gage 12 and whereby the' chauffeur or driver may be readily informed as to the condition of the pressure in the valve and the several parts of the mechanism as awhole. The air relief cock 41d permits all the air to be driven out of the mechanism when charging the latter with oil so as to avoid any preliminary false pressure owing to compression of the air within the several parts or elements of the entire mechanism, and after the air has been fully expelled the cock 41d is closed.

The neutral valve 83, particularly illustrated by Figs. 7, 17, 22, 23 and 29 to 33 inclusive, is also inclosed or is formed as a part of the shell'or casing 51 and is disposed in upright position similarly to the port 83*1 and a lower port 83" respectively .communicating with the upper and lower chambers 57 and 5,8. On thel top of the neutral valve a cap 83 vided with a stutling box 86 in which a valve stem 85 is operatively-mounted, as clearly shown by Fig. 29. The cap 83c is also provided with an air cock or vent 87 fitted in is secured and pro-` an opening 87@L communicating With the interior of the neutral valve for the purpose of relieving the valve and adjacent cham-v l' mechanism of accumubers and parts ofthe lated air 'pressure at the time of charging the parts ofthe mechanism with oil or other operating fluid. The cock 41b of the bypass or safety valve 40 and the cock 87 of the neutral valve 83 are both for the same purpose, and by opening the same the air from the interior of the several parts of the mechnism may be permitted to quickly escape and thus provide for a reliable filling or occupancy of the entire space of the several mechanisms by the oil or operating Huid. The neutral valve embodies a cylindrical valve member 84 open at its upper and lower ends and having intersecting crossattaching arms 84a at its upper end over which is secured the lower slotted end 85 of the valve stem 85, the lower end of the said valve stem being formed with intersecting slots or cuts, 'as shown by F ig. 31, to engage the arms 84a of the valve member 84 and firmly secured by suitable set nuts 85". The valve stem 85 has its upper end engaged by the slotted extremity 88n of a lever 88 fulcrumed at its outer end on a support 89 rising from the top or cap 83, as shown by Fig. 30, and engaging the intei-mediate portion of the lever 88 is the upper end of a connecting rod 91 provided with a collar 92 and vertically movable through a support 94 projecting from an adjacent portion of the inner end of one of the end supports 52. On the connecting rod 91 between the collar 92 and support 94 a spring. 93 is mounted and tends to maintain the connecting rod and lever 88 and valve member 84 in normal elevated position. Also projecting outwardly from the inner end of the adjacent end support 52 is a stud 95 on which -is mounted a double bell-crank 98, to one. arm 98n of which the lower end ot the connecting rod 91 is movably secured, the remaining arm 98b of the said double bell-crank having a rod 99 secured thereto and extending forwardlyv within the frame of the machine and secured to the rear end of a shifting plate or member 100 formed with a longitudinal slot 100a at its forward extremity through which a counter-shaft 101 extends. The shaft '101 extends across the frame and is mounted at its ends in suitable bearings and carries thereon a bell-crank 102 connected by a rod 103 with a foot pedal 14 movably mounted on a shaft 125 also extending across the trame and mounted in suitable bearings and projecting outwardly beyond the side members of the frame, as clearly shown by Figs. 1, 22 and 23. The foot pedal 14 has a spring 124 connected thereto above the shaft 125 and also to a bracket support 120 held b v a portion of the frame. the said spring operating to restore the foot pedal 14 to normal position when released. The shitting plate 100 is increased in width at its forward extremity 'bears against the concave edge 100e and the slot 100a is above the longitudinal l I 4horizontal plane to insure a positive operation of the double bell-crank 98 and of the rod 91 connected to the one arm 98 of said latter bell-crank. The shifting -plate 100 at its forward extremity has a bearing shoe 100d secured thereto and projecting inwardly therefrom, and the rear edge of the said bearing shoe is formed with a concave bearing surface 100e for engagement by a roller carried by a bell-crank 104 also secured on the shaft 101. The hub 104n of the bellcrank 104 has one end thereof close to or bearing against the inner side of the plate 100 adjacent to the slot 100, and on the outer side of the said plate 100 a spacing sleeve 104h is mounted on the shaft so as to hold the said plate 100 against lateral shifting movement on the said shaft 101 and always insure an engagement between the shoe 100d and the roller 105. The bell-crank 104 with its roller 105 constitutes the direct shifting means for the plate 100 when the shaft 101 is rotated through its bell-crank 1.02 and rod 103 by forward movement of the foot pedal 14, and the said roller 105 and sets up a strong leverage that will overcome any resistance to shitting movement of the plate 100,. rod 99 and double bell-crank 98 and the parts interposed between the latter and the valve member 84. The roller 108, as clearly shown by Fig. 28, is mounted on a pin 111 projecting cured to one of the side members of the frame of the machine and extending inwardly toward the center of the frame parallel to the shaft 101.

Depending from the pin'111 and also secured thereto outside of the position ot the roller 108 is a supporting arm 107 in which is xed an inwardly extending pin112 forming the bearing for the roller 113. Between the spacing sleeve 104b and the adjacent side of the frame a crank armA 114 is also mounted on the shaft 101 and has a crosspin 116 which engages slots 1093 ot the elongated head 109 of yyoke form, the free end of the crank arm 114 carrying the cross-pin 116 moving between the members of this yoked head 109, as clearly shown by Fig. 22. The

movement of the pin 116 in the slots 109u of the yoked head 109 is proportionate to the movement of the roller 105 of the bell-crank 104, or the pin 116 shifts longitudinally in the slots 109a simultaneously with the movementof the roller 105 by reason of the fact that the shaft 101'simultaneously controls the operation ot the crank arm 114 and the from a bracket 106 se-l 110 is secured to the rear end of the yoked l head 109 and projects rearwardly and is movably attached to a crank arm 115 on a brake shaft 115", see Fig. 30, suitably supported by a bracket bearing 115b and extending outwardlyl to the central portion of the adjacent drive wheel 52', and by this means the brake of the usual band type, as at 1151, may be actuated relatively with the actuation of the neutral valve 83. The rod connection 110 together with the yoked head 109 and crank arm 114 is duplicated on opposite sides of the machine, and likewise the crank arm 115, brake shaft or support 115, and brake band 115d are also used in connection with each drive wheelv 52e, as clearly shown by Fig. 1, and by this means the brake bands 115d may be simultaneously and with equal force and braking power applied to the said drive wheels. The pedal .14l is movable through a suitable opening in the dashboard 11, as shown by Fig. 28, and at the top of this opening on the front of the dashboard a shoulder 123 is secured. The head or foot engaging member 204 of the pedal 14 is movably connected to thelatter and has a rod 122 pivoted thereto and also to the rear extremity of a sliding catch 117 having a hook or catch shoulder 117a at the inner end thereof adjacent to the front end to engage the shoulder 123 on the dashboard 11.v The sliding catch 117 moves on the upper side of the forwardly projecting portion of the pedal 14 and is formed with a rear longitudinal slot 121 engaged by a headed stud 120 projecting upwardly from the adjacent portion of the pedal. The forward extremity of the sliding catch 117 is formed with an inwardly extending diagonal slot 118 which is engaged by a headed stud 119 also projecting upwardly from the adjacent portion of the pedal 14. vWhen the operator applies pressure through the foot on the head 204 the plate 117 is shifted on the portion of the pedal 14 which it engages and the front slot 118 causes the said catch to move inwardly at an angle relatively to the portion of the pedal engaged thereby and at the same time the rear portion of the catch plate slides on the headed stud 120 and also laterally swings on the latter, the object of this movement being to `expose the hook or shoulder 117 for engagement with the shoulder 123 on the dashboard ,1-1 and hold the pedal 14 in a partial forwardly pressed position against the resistance of the spring 124 attached to the pedal to hold the neutral valve open prior to or without apon the rod 103 and shifts the bell-crank with its roller 105 irst to the position shown by A Fig. 25 and then to the position shown by Fig. 2.6, the roller 105 gradually moving over the convex bearing edge 100e of the shoe 100d and thereby forcing the shifting plate 100 longitudinally between the rollers 108 and 113, and as the roller 105'begins to engage the convex bearing edge 100 the cross-pin 116 of the crank-arm 114 will have engaged the forward portion of the wall of the slot 109 of the yoked head 109 by further pressure on the pedal 14, and by this means the brakes or the brake bands 115d will be applied to the drive wheels 52c relatively to the shifting movement of the valve melnber or controlling valve 84 of the neutral valve, the operationof the pedal and the shifting lplate 100 asjust explained causing the valve member 84 to move downwardly from the position shown by Fig. 29 so as to open communication through the said valve member between the lower portion of the valve and the port 83a. When the valve member or controlling valve 84 of the neutra-l valve is in normal elevated position as shown by Fig. 29, the port 83 is shut off from communication with the lower portion of the neutral valve. When the pedal 14 is released after being forwardly projected or'-moved, and which is accomplished by releasing the hook or shoulder 117" from the shoulder 123, the Lspring 124 acts to repel the lower' portion of the pedal and at thc same time the sprin'g 93, which has been compressed, also forces the connecting rod 91 upwardly to normal position and through the medium of these springs the several parts ofthe neutral valve and the coacting brake means as Well as the pedal are restored to normal position, as shown by Figs. 28v 29 and 30. 1

The emergency brake attachment or operating means is also included in the machine organization and embodies a foot pedal 15 also mounted on and secured to the shaft 125 together with connecting rods 127 attached at their forward ends to crank arms or bell-cranks 128- on the outer ends of the shaft 125, the said connecting rods 127 running backward to crank arms or bell-cranks 129 also mounted on the brake shafts 115n at each side and connected to the brake bands d by the usual connections, as at 127B.

In the present organization an automatically operating pres'sure regulator is used similar to the organization disclosed in my pending application Serial No. 786,640, liereinbefore referred to, and coperates with the secondary power generator or circulator comprising the rotary pump 59, the said pressure regulator, as shown in detail by Fig. 3, consisting of a cylindrical casing or shell 41 having opposite heads or capsl 42 lsis ' to accommodate the various connections'y and and` also a spring 43 which is mounted therein between the said caps. In the cylinder 41 apiston 44 is dis osed and is engaged by the forward end o the spring 43a, the piston in the present instance having an eye 45 for conveniently removing the same. The spring 43a at its rear extremity is held by a support 46 secured to the rear cap 42, and the forward extremity of thespring fits within the rearwardly projecting shelllike body ofthe piston 44, as clearly shown. A pipe ,47 connects with the lower rear portion of the cylinder or casing 41 to relieve the cylinder of leakage past the piston 44, and also connected to the center of the front head42a is a pipe 48 leading to a pressure pipe line 131, as clearly shown by Figs. .55 and 56, and between the said pressure regulator and the pressure pipe line in the pipe 48 a cut-olf valve 186 is interposed. The pressure pipe line 131 has a check valve 49 therein, shown in enlarged section by Fig.

4, and constructed and operating in all re-v spects similar to the valve disclosed in my aforesaid application, the valve proper 49l of this check valve being provided with a bypass 50. The pressure pipe line 131 is angularly bent and shaped to adapt the samev for various connections and is attached at its front extremity to the automatic pressure pump 7, a check valve 188 being interposed in the pressure pipe line 131 adjacent to the said pressure pump. The ressure pipe line 131 constitutes an outlet pipe relativel to the automatic pressure pump, and the atter has an -inlet pipe 130 connected to the opposite portion thereof and also to an oil reservoir 185, the pipe 130 bein provided with a cut-off valve 187. The pipe 47 of the pressure regulator also connects with the reservoir 185, and through the medium of a branch pipe 131a the pressure pipe line 131 is attached to one extremity of the control valve 8 which has pipes 182 and. 183 connected todiiferent portions thereof and also to the chambers 69 and 70 at opposite ends of the slidable block 90 ofthe secondary power generator or circulator,f and a further pipe 184 'also connects with another portion of the control valve 8 and the inlet pipe 130.

. The detail construction of the control valve 8 is clearly shown by Figs. 46 4to 54, inclusive, and the application of the valve is illustrated by Fig. 44. The control valve 8 has a casing'wh'ich is of the shape shown details of construction which will be resently explained, and is secured on the inner portion of one side of the frame adjacent to the prime motor or engine 4 and is arranged at an angle of inclination corresponding to the position lof the steering wheel 167 and its post 167". A rod 170 extends through the steering post 167% the center of the steering of the steering wheel and has a hand-lever v 168 secured thereon and in engagement with a segmental rack 169, The lower end of the.

rod 170 is connected to a rotary valve 171 which is partially tubular or has a lower tubular portion and an upper substantially solid portion, the said valve being mounted in a cylindrical seat 171a forming a part of the casing 171b of the control'valve 8. The valve or valve member 171 is freely rotatable in opposite directions in the seat 171n and is formed with a recess or bypass in the upper solid portion thereof which opens through the side of the valve, and the lower portion of the valve is rendered tubular by forming a chamber 180 therein which opens through the bottom of the valve and has a lateral port 172 below the recess or bypass 173. The valve casing 171b has opposite chambers 17 8 and 179 with which the pipes 182 and 183 connect, and the valve seat 171 is located between these chambers, and between the lateral port 172 of the valve 171 and the chamber 178 is a port 174, and opposite the latten/port a port 176 is located to set up communication between the lateral port 172 or chamber 180 and the chamberl 179. The valve casing also has a chamber 181 formed therein adjacent to the point of communication of the pipe 184 therewith,

and the recess or bypass 173 is adapted tov fully open into this chamber 181 or connect the same with the other chambers through thereof with either of the chambers 178 and- 179. The pipes, as shown by Fig. 55, including the pipe 42 connecting with the pressure gage 12, may all have flexible hose connections 89 to withstand the vibration ofthe rear axle, such flexible hose connection having been found to be advantageous lthough not absolutely necessary.

The pressure pump 7 is a duplicate in' many structural features of the secondary power generatoror circulator and is driven from the primevpower generating meansV or motor or engine 4. This pump is shown in detail by Figs.. 34 to 43-inclusive, and as hereinbefore described has an inlet pipev 130 and an outlet pipe 131. This pressure pump 7 comprises a casing 134 having therein a shiftable block 1,35 disposed between upper and lower chambers 136 and 137. The pipe 131 connects with the lower chamber 137 and the pipe 130 with; the upper chamber 136, and the shiftable block embodies a circular or cylindrical chamber 135. Communication between the chamber 135a of the block '135 Aand the upper and lower chambers 136 and 137 is established through the medium of ports 138 and 139 respectively located in the upper and lower portions of theI block 135, as clearly shown by Figs. 36, 37 and 38;

and within the chamber 135 is a rotor 140 posed on rods or pins 146 engaging recesses with the end of the latter.

or seats 146a opening out through the inner edge portions of the blades and of sufficient length to compensate for the movement of the blades against the resisting action of the springs. The rods or pins 146 of the intersecting blades, as shown by Figs. 39and 40, are disposed in planes at ri ht angles to and between each other, and t e amount of inward depression of the blades will, of course, depend uponi the eccentricity of the rotor 140 relatively to the chamber 135a of the block and depending upon the adjustment of the latter block. The rotor has at one end a guide and support washer 158 which is fitted in the outer side of the center of the casing, as shown by Fig. 38, and a shaft 140a is connected to the opposite end of the rotor by integrally constructing the shaft and rotor from a single piece of material. The support washer 158 engages recesses or countersinks 159 in the opposite ends of the rotor 140 to make a iiush fitting Between opposite ends of the block 135 and the adjacent end walls 141b and 141c and front and rearside walls 154 and 155 of the pressure pump casing 134, chambers 151 and 152 are provided and respectively have communication with the chambers 136 and 137 through ports 149 and 150 at the upper and lowerportions of the said block 135, and by this means the oil is admitted to the upper chamber 136 from the reservoir, and then delivel-ed into chamber 137 under pressure to cause an automatic operation of the block in a manner which will be hereinafter explained. The block 135 is maintained under automatic adjustable spring tension through the medium of a spring mounted in a tube 141 secured at its inner end to a'boss.

141a at one end of the casing 134 and having an enlarged screw-threaded opening 141d to receive the end of tube 141 and to admit the inner end of the spring 160 which entends into chamber 151 and bears directly against end of tube 141 is screw-threaded to receive afcap 142 in which an adjusting screw 143 is mounted and provided with a suitable set-nut 144.

A plate 153 is interposed between the innerend of the screw 143 and outer end of the spring 160, and by means of the screw the 4tension of spring 16() may be modified at will and the resistance to movement of the block positively regulated to insure movement of the block only after a predetermined maximum pressure in the entire apparatus 1s reached and is effective in the chamber A against the end of the block 135 oppo- -slte that engaged by the spring 160. The

shaft 140u of the pressure pump 7 has bearing at its inner end in a lower portion of the Aprime power generator or engine 4, as shown by Fig. 34,and on an intermediate portion of the said shaft 140a wheel 140c is fixed, see Fig. 35. On the cam shaft 133 of the prime .power generator or engine 4 a small sprocket wheel 133a is keyed or secured, and trained over the' sprocket wheels 133 and 14,()c is a chain belt 132. Therefore, it will be seen that the rotor 140 of the pressure pump 7 is driven or operated by the prime power generator or engine 4 in proper timed relation to the vremaining mechanisms actuated by the said latter generator or engine and particularly in consonance with the rotor 59 of the secondary power generator or circulator which also operates as a pump. As structural incidentals contributing to the completeness of the pump 7, the front side wall 154 of the casing 134 has a central hollow seat 154a for the boss 158a of the guide and support washer 158, and the rear side wall 155 has an outwardly projecting stuiiing box 156 with a gland 157 for the shaft 140. y

A tlat bell-shaped guard 161 is. pivotally connected at its upper extremity by pin to the front of the prime generator or engine casing, and is adapted to drop between engine crank handle 225 and the usual engine crank shaft to prevent the engine from being cranked while the neutral valve 83 is closed to avoid danger vby such operation when the speed changing block 90 is o center. Attached to said guard 161 is a rod 162- connected to a bell-crank 166 supported by a portion of the machine frame, and the bell-crank 166 is in turn connected by a rod 163 to a crank arm 164 secured on the counter-shaft 101. `When the neutral valve 83 is closed the guard 161 isy automatically drawn to the right and interposed between the end of the crank 225 and the engine crank shaft by the operation of closing said valve. When the counter shaft 101 is turned forty-hva degrees, crank arm 164 will move or shift the rod 163, thereby correspondingly moving the bell-crank 166 and pushing the guard 161 to the left and clearing the ends of the crank and crank shaft for engagement one by the other.

The reservoir or tank and the pressure regulating cylinder 41 are adjacent and disposed transversely in parallel relation across the frame, as shown by Fig. 55, and it will be observedthat theront portion a sprocket 'means carried by the steering wheel.

- The usualautomobile shifting and reversing levers are eliminated, andin lieu thereof the lever 168 on the steering wheel 167 may be conveniently and quickly operated to adjust the control valve 8 which reliably and positively modifies the position of the vblock 90 of the secondary power generator or circulator used to replace the usual form of transmission gearing and in the present instance directly operating the two motors 60 on the oating axles and forming the substitutes for the usual differential. Prelininarily the reservoir or tank 185 is lilled with oil or other liquid through an inlet 185a by any suitable means. As oil has been found to be the most effective in its operation, it will be hereinafter referred to exclusively as the operating medium, but it should be understood that other liquids may be used and the invention is not confined to any particular liquid in successfully performing its desired functions. The capacity of the reservoir or tank 185 in practice will be greater than the capacity of the combined mechanisms through which the oil circulates or iows after a full filling of all the mechanisms has been eifected, and at any time found necessary' the contents of the reservoir may be replenished, or the reservoir may be recharged. The spring 160 of the pressure pump 7 is set or adjusted to give the block 135 a normal resistance to movement relatively to a predetermined maximum pressure, and the prime power generator or engine 4 is started and in turn the rotor 140 of the pressure pump is actuated or rotated through the shaft 110a and the connections with the cam shaft 133 of the generator or engine 4. The rotor .140

revolves in but one direction, and after valve 187 is opened the said urotor draws the oil I of the eccentric position of the rotor in the chamber 1353, the springs la7 tending to force the said blades outwardly and causing them to tightly impinge at theirouter ends against the wall of the chamber 135 to prevent leakage of the oil between the blades and chamber wall. The rotor 140 runs at a very low speed, not exceeding one hundred revolutions per minute and thereby causing very little centrifugal force and obviating the necessity of having the oil under pressure in chamber l136. From the chamber 137 the oil is forced out through check valve 188 and pipe 131, in which said check valve is located, and then through pipe 48 to the pressure regulator or regulating cylinder il, the valve 186 being necessarily open at such time, forcing piston A back against and compressing the spring 43a and establishing pressure in the pipe 131i rThe oil valso passes through check valve i9 in pipe 131 and through opening 87 into the upper chamber 57 over the rotor 59. The air vents or cocks 41d and 87 respectively of the by-pass or safety valve 40 and the neutral valve 83 will be open at the time the oil is forced into the several parts of the rear substitute mechanism, and the pressure pump 7 will continue to act until all the parts or chambers of said mechanism are filled and the spring 43 has been compressed to set up the maximum pressure desired in the mechanism.

It-will be understood that -after all of i the air has been driven out of the several parts of the mechanism the vents or cocks 41d and 87 will le closed, said `closure being effected prior to the establishment of- The pressure of the spring 43 in the pres-l sure regulator 41 produces a corresponding pressure in' the pipe 131, and as the pressure in the pressure regulator and in pipe 131 increases it will likewise increase in chamber 137 and the oil is forced through port 150 in the block 135 of the pressure pump 7 into the chamber 152, and when the pressure reaches -a certain degree suicient to overcome the pressure of the spring 160 against the block 135, said block is forced against the spring or the tension of the spring'is overcome and the block 135 shifts until the space around the rotor 140 is equally divided, or the rotor occupies a position centrally with relation to the chamber 135, and when the rotor is in this position the pressure pump will stop pumping action and may be started again only When pressure is lowered in the chamber 152, and' allowing the spring 160 to force the block in an opposite direction and cause the pump to again carry the oil from the chamber 136 to chamber 137. As herein'before indicated,

the pressure on the oil circuit that may be desired is obtained by adjusting the screw 

